Multi Crew Pilot’s Licence (MPL) in Europe

•Anthony Petteford
MPL only lives with airline support
Airline Management – it’s up to you!
Airline Management – it’s up to you!
Enlightened Airline Management
Intrepid MPL Pioneers
High Barriers to entry into MPL training

Initial Airline support

New MPLIs

TRIs to test MPLIs

Appropriate EFIS FNPTII

for Basic phase

FFS and TRIs for

Intermediate phase

No jets in the regulations

PLEASE!
MPL in EUROPE – R.I.P.
My 5 key points are:

1. To OUTLINE THE MPL for those still unfamiliar with the concept

2. To describe OUR MPL COURSE DESIGN (& a few words of advice!)

3. To dispel a few MPL ‘MYTHS’

4. To describe an essential initiative to encourage MPL ENROLMENTS

5. To outline OPPORTUNITIES to further IMPROVE SAFETY under MPL

1. The MPL concept
... So why MPL?
1. Many accidents are proven to have
occurred as a result of poor crew
co-ordination and were avoidable

2. Modern MPA require less SPA

‘Stick & Rudder’ experience due to
design and advanced automation

3. Traditional courses have extensive

solo PIC hours in SPA which serve
little value for MPA operations -
where decisions are team based

4. Time spent in SPA training would

be better spent on more relevant
MPA training
MPL generic design - Competency Based (min 240 hours)

PHASE 1 CORE SKILLS AIRCRAFT – Single Pilot (SPA)

PHASE 2 BASIC FNPTII MCC SIMULATOR

PHASE 3 INTERMEDIATE MPA FULL FLIGHT SIMULATOR

FULL FLIGHT SIMULATOR & AIRCRAFT –

PHASE 4 ADVANCED
Multi Pilot (MPA)
PLUS:
1. ATPL Theoretical Knowledge
2. Type Theoretical Knowledge
3. Threat & Error Management (TEM)
4. Interactive ATC Communications
 Gaining MPL approval – non generic!

1. MPL application may not be

considered unless supported by
BOTH an FTO and an airline

2. Application and approval is

managed by the FTO

3. Approval is granted for a specific

type of aircraft operated by that
airline

4. MPL holders must fly with

supporting airline when licensed

5. MPL status ceases once ATPL

achieved
2. Our MPL Course - designed
with our UK partner airline
Key MPL design characteristics
1. A training partnership

2. Relevant to Q400 Type

3. Incorporate flybe SOPs

4. MEP element for asymmetric

5. European ATC exposure

6. Price < = traditional ATPL

7. Include € ‘funding support’

8. SPA reversion ‘Safety Net’

MPL Phase 1 – CORE skills in SPA

Complex SEP retractable

from day 1

58 Hours DUAL training

Just 12 hours PIC SOLO

MPA SOPs introduced

after PIC SOLO hours
completed

European ATC
MPL Phase 1 – CORE skills in SPA

5 hours UPSET
RECOVERY training

Blend of SEP & MEP

MPL Phase 1 – CORE skills in SPA

Complex MEP retractable to

introduce asymmetric
handling skills

Again - Upset recovery

Just 5 Hours DUAL training

European ATC
MPL Phase 1 – CORE skills in SPA

10 Hours FNPTII
Simulator

Blend of SEP & MEP

Again – Upset recovery

training
 MPL Phase 1 – CORE skills in SPA

Phase Activity Device Hours

1 SEP Dual TB20 Aircraft 58
1 SEP Solo TB20 Aircraft 12
1 SEP Dual Upset Zlin 242L Aircraft 5
1 MEP Dual/Upset PA34 Seneca Aircraft 5
1 SEP & MEP Dual FNPTII Simulator 10

    TOTAL 90
Our words of advice...
1. ATPL theoretical knowledge DOES NOT need to be integrated in
synchronicity with core skills training:
• It is not required by MPL regulations
• It’s pretty difficult to do anyway
• Requires ATPL TK and core skills training to be co-located
• Don’t let your regulator tell you otherwise!

2. Less than 70 hours of core skills training may meet with some
cynicism...

3. All PIC SOLO flying must still be flown as a single pilot....so caution
teaching MPA SOPs too early else you might just obtain some
negative learning.....
 MPL Phase 2 – BASIC MPA & IF skills

Phase Activity Device Hours

1 SEP Dual TB20 Aircraft 58
1 SEP Solo TB20 Aircraft 12
1 SEP Dual Upset Zlin 242L Aircraft 5
1 MEP Dual PA34 Seneca Aircraft 5
1 SEP & MEP Dual FNPTII Simulator 10
2 MET Dual (PF/PNF) FNPTII MCC Simulator 90

    TOTAL 180
MPL Phase 2 – BASIC MPA & IF Skills
Our words of advice…
1. The regulations DO PERMIT an FNPTII MCC to be used for this phase

2. The regulations DO NOT LIMIT how many hours you may deliver in this
phase …maximize this phase in terms of:
• Cost efficiencies
• Capability and availability of instructors

3. CAUTION using a TRI to teach basic attitude flying, tracking and

holding procedures - may present more challenges than you think.

4. ‘CONVERT’ your SPA FIs - they will do a good job for you but you do
need TRIs to test them.

5. Pick a SUITABLE MPA type – B200 MCC simulators are limiting!

6. Use GENERIC MPA SOPs in this phase

MPL Phases 3 & 4 - type specific MPA Skills

Plus Base Training

- 12 Landings
 MPL Phases 3 & 4 - type specific MPA Skills

Phase Activity Device Hours

1 SEP Dual TB20 Aircraft 58
1 SEP Solo TB20 Aircraft 12
1 SEP Dual Upset Zlin 242L Aircraft 5
1 MEP Dual PA34 Seneca Aircraft 5
1 SEP & MEP Dual FNPTII Simulator 10
2 MET Dual (PF/PNF) FNPTII MCC Simulator 90
3 MET Dual (PF/PNF) Q400 Full Flight Simulator 20
4 MET Dual (PF/PNF) Q400 Full Flight Simulator 40
    TOTAL 240
Our words of advice
1. The regulations DO NOT stipulate how many hours must be
completed in either of these 2 type specific phases – there is a myth
that each phase must be a minimum of 60 hours

2. Both phases combined must meet type rating minimum hours

requirements

3. Try and complete type specific ground training before commencing

phase 3

4. Use airline specific SOPs in both of these phases

3. Some common MPL ‘Myths’
3 routes to become a licenced pilot...

1. Integrated ATPL(A)

2. Modular ATPL(A)

3. MPL(A)
The Modular ‘Baseline’

1. ICAO PPL to enter

2. 90% ATPL theory by post

3. Multiple FTOs permitted

4. No formal training
reporting required

5. Many take years and

multiple attempts to just
achieve minimum
standards!
Myth #1 - ATPL Theoretical Knowledge
1. “ATPL theory training must be
INTEGRATED WITH professional
flight training to become an
effective airline pilot under an
MPL training system”
Myth #1 - ATPL Theoretical Knowledge
1. “ATPL theory training must be
INTEGRATED WITH professional
flight training to become an
effective airline pilot under an
MPL training system”

2. “ATPL theory training MUST BE

COMPLETED BEFORE
professional flight training may
commence to become an effective
airline pilot under a MODULAR
training system”
Myth #1 - ATPL Theoretical Knowledge
1. “ATPL theory training must be
INTEGRATED WITH professional
flight training to become an
effective airline pilot under an
MPL training system”

2. “ATPL theory training MUST BE

COMPLETED BEFORE
professional flight training may
commence to become an effective
airline pilot under a MODULAR
training system”
 Myth #2 - Total ‘FTO MANAGED’ hours

  Modular

FTO Managed Training 153

 Myth #2 - Total ‘FTO MANAGED’ hours

  Modular MPL

FTO Managed Training 153 240

 Myth #3 - Instrument training

  Modular

Dual IF - Aircraft 16

Dual IF - SPA Simulator 40

Dual IF - MPA Simulator 60

TOTAL 116
 Myth #3 - Instrument training

  Modular MPL

Dual IF - Aircraft 16 10

Dual IF - SPA Simulator 40 0

Dual IF - MPA Simulator 60 170

TOTAL 116 180

 Myth #4 - Multi engine training

  Modular

Dual MEP Aircraft 22

Dual MEP Simulator 40

Dual MET Simulator 60

TOTAL 122
 Myth #4 - Multi engine training

  Modular MPL

Dual MEP Aircraft 22 0

Dual MEP Simulator 40 0

Dual MET Simulator 60 170

TOTAL 122 170

Myth #5 - SOLO PIC time

  Modular

PIC Solo - Aircraft 12

Myth #5 - SOLO PIC time

  Modular MPL

PIC Solo - Aircraft 12 12

 Myth #6 - RELEVANCE of hours
  Modular

Dual - Aircraft 81

Dual SPA - Simulator 40

Dual MPA - Simulator 60

PIC Solo - Aircraft 12

‘Hours building’ - Aircraft 100

TOTAL 293
 Myth #6 - RELEVANCE of hours
  Modular MPL

Dual - Aircraft 81 58

Dual SPA - Simulator 40 0

Dual MPA - Simulator 60 170

PIC Solo - Aircraft 12 12

‘Hours building’ - Aircraft 100 0

TOTAL 293 240

4. Encouraging new MPL Enrolments
Why do they need encouragement?
SPA reversion ‘Safety Net’

1. Extra 58 hours PIC

• 38 hours solo PIC
• 20 Hours SPIC

2. SEP CPL Training

& Test

3. MEP IR Training &

Test

4. Extra 108 hours

 SPA reversion ‘Safety Net’

Phase Activity Device Hours

1 SEP SPIC TB20 Aircraft 20
1 SEP PIC Solo TB20 Aircraft 38
1 MEP Dual MEP FNPTI Simulator 35
1 MEP Dual PA34 Seneca Aircraft 15

    TOTAL 108

Cost €30,000
 SPA reversion ‘Safety Net’

Phase Activity Device Hours

Funded by either
1
1
SEP SPIC
SEP PIC Solo
TB20 Aircraft
TB20 Aircraft
20
38

the FTO or Airline

1 MEP Dual MEP FNPTI Simulator 35
1 MEP Dual PA34 Seneca Aircraft 15

NOT the student

    TOTAL 108

Cost €30,000
5. Opportunities to modernise
MODERNISE ATPL Theoretical Knowledge
MODERNISE ATPL Theoretical Knowledge
MODERNISE ATPL Theoretical Knowledge
MANDATE pre-assessment

Capacity & Motor skills

Personality Profiling
MANDATE pre-assessment

Evidence of Team
Team Skills
Participation
MANDATE UPSET RECOVERY training
Message to our MPL Regulator:

Mandate these 3
key improvements
in MPL regulations
and you WILL
FURTHER
ENHANCE FLIGHT
SAFETY as a
result!
 In summary...
1. MPL has now started and must
continue to live

2. MPL will deliver better airline pilots

given airline support – PLEASE!

3. Don’t allow ‘legacy’ SPA attitudes to

prevent further MPL progress

4. Don’t believe everything you are told

about MPL – check for yourself!

5. Challenge the regulator to embrace

further MPL evolution and MPL will
DEFINITELY IMPROVE AIRLINE
FLIGHT SAFETY – what more could
one ask!